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AIB. BRAKE (No Model.)

Patentedne-19. 1893.

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(No Model.)

AIR BRAKE.

No. 511,071.l Patented Deo. 19, 1893.

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5 Sheets-Sheet- 4. 0. W. DEAN.

(No Model.)

AIR BRAKE.

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AIB. BRAKE (No Model.)

No.. 511,071. Patented Deo. 19, 1893.

Q l Tn/venian' y /1/5 UNITED STATES PATENT OFFICE.

OGDEN lV. DEAN, OF CHICAGO, ILLINOIS, ASSIGNOR, BY MESNE ASSIGN- MENTS, OF ONE-TENTH TO THE AIR BRAKEV PRESSURE REGULATOR GOHPANY, OF SAME PLACE.

AIR-BRAKE.

SPECIFICATION forming part of Letters Patent No. 511,071, dated December 19, 1893. Application tiled July 17, 1891. Renewed May 12, 1893. Serial No. 474.030. (No model.)

To @ZZ whom t may concern:

Be it known that I, OGDEN W. DEAN, a citizen of the United States, residing in Chicago, in the county of, Cook and State ofy Illinois, have invented a new and useful Improvement in Air-Brakes,of which the following is aspecilication.

In `an application tiled by me on the 12th day of January, 1891, I have shown the combination With a car and its air brake apparatus of automatically acting governor or regulating mechanism, designed to prevent the exertion of any such pressure by the brake as Willcause the wheels to slide upon the track, the governing mechanism referred to consisting of means for lifting the car body, an air piston and cylinder for actuating said lifting devices, and a governing valve, which is automaticallyset in operation upon the lifting of the car and serves to shut oit the air from the brakes.

In my present invention I have simpliedy the mechanism shown in my said application, and l have also otherwise improved its operation.

In-my former invention the lifting o f the,

car body did not taire place until the pressure upon the piston actuating the lifting devices became great enough-to lift the entire car body. Inasmuch however as the load carried by the car is'quite apt to be unevenly distributed throughout the car, one end loe-V ing often loaded when 'the other is empty, I have conceived that an advantage wiil be obtained if the lifting devices at the two ends of the car are made independent, or measurably so, of each other, so that they will act separately as soon as the pressure becomes great enough to overcome the weight at their,

respective ends of the car,aud either shutoff ail additional air pressure from the brake as soon as they act or set in operation devices whereby the superiuous air pressure may be neutralized, and thus more perfectly prevent the evil designed to be overcome by my previous invention. Herein lies the main feature of my present invention.

Another feature of value consists in connecting the lifting devices to the brake piston so `that they may be actuated thereby, thus enabling me to dispense with the additional cylinder and piston provided for the operation of the lifting devices in my former invention. y l

A third feature of the invention consists in applying to the lifting devices a resistance, suchtfor instance as a spring, the power of which is regulated so as to be about equal to the Weight of the truck and which must also be overcome before the lifting can take place, thus graduating the action of the apparatus according to the weight of the car and truck upon the track.

These several features I have illustrated in theaccoinpanying drawings, in which is shown the best construction novi7 known to me for accomplishing the result sought, and in Which- Figure l is a partial side elevation of a car to which my present imp roveinents have been applied'.- Fig. 2 is a bottom view of the same. Fig. 3 is an enlarged horizontal section of the auxiliary reservoir and brake cylinders. Fig. 4L is a section also enlarged of the triple valve and adjacent parts of the apparatus and showing theair passages and valves. Figs. 5 to 1l, inclusive, are details of the lifting devices and their supports. Fig. l2 is a view similar to Fig. 2, of a modified construction, and Fig.13 is an enlarged section of the governing valve case of the modified construe Vices at one end of the car by lever O and rod c, and the piston of cylinder B is connected with `the braking devices at the other end of the car by lever D and rod d.

` The lifting devices which are located at the center pins ot the trucks are connected to and actuated by the levers C and D, as follows: In the case of the lifting devices illustrated at the right end of the car, the counections consist of the link C', lever C2 pivoted to a stationary pointe2 at its center, and rod C3 extending to the lifting devices, the lever C2 being jointed to both link C and rod C3, and the link being pivotally jointed to lever C at c. At the other end, the lever D is pivotallyjointed to a link D at d. Said link 1s jointed to a swinging lever D2 pivoted centrally at a stationary point cl2, and said lever is jointed to the rod D3 extending to the lift- 1ng devices. In this construction it will be noticed that the pivots c and cl will remain stationary until the pressu re has become great enough to swing the lever C2 and actuate the lifting devices, and that until that time said pivots c and cl act as stationary fulcrums to levers C and D, and that when said levers swing and actuate the lifting mechanism the joints between them and the brake rods become temporarily the fulcrum points.

Each brake cylinder is provided with a governing valve, and such valves are inelchanically connected to the lifting mechanlsm, or preferably to some portion of the lever system by which power is carried from the brake cylinder to said mechanism, and in the drawings such connections for the valves consist of the rod E joined to one end of lever C2, and rod E3 joined to lever D2. The valves which are indicated at F and F are each provided with crank arms ff', and such arms are joined to the rods E and E. The construction of the valves and the air passages to the cylinder, their location and mode of operation will now be described.

G is the main train pipe, having a branch g. This `branch g opens into the triple Valve casing H, a section of which is given at Fig. 4, and is of the usual construction. From the triple valve the air is fed to the reservoir by the passage a, and in entering the brake cylinders it passes first through a port l) into a chamber J in which are located the governing valves F and F', already referred to. These valves are similar in construction and hence but one is shown in detail. They are preferably plug valves made hollow with lateral openings to register with the air passages K and K leading to the respective cylinders,

as seen at Fig. 4, and each is operated by its' crank arm and the mechanical connections above described. Check valves L in short passages or openings L leading from cylinder J to the passages K and K respectively,i

and located between the governing valves and the cylinders, are designed to give vent tothe air in either cylinder whenever the pressure in chamber J is reduced below that in the cylinders.

The lifting devices are diiferent in construction from those shown in my prior application, and I believe are an improvement thereon' They consist of the following: The rods C3 and D3, which are actuated from the brake levers, as already seen, are each jointed to an elbow lever M pivoted to the car frame at m. A link N connects lever M with one end of a .usual manner.

lever or pair v`of levers 0, stationarily supported upon the pivot o projecting lfrom the car frame. Located centrally between the ends of levers O and joined thereto by pivots q is the supporting block Q, which is recessed vertically to receive the center pin R of the truck, and is bolted at its ends to the bearing plate S which rests upon a corresponding plate S secured upon the truck beam. The center pin also passes through the enlarged opening r of the usual transom iron Twhich passes under the block Q. Another transom iron U, also commonly employed, passes over the block Q. The lower end of lever M is provided with a series of openings m' for the attachment of the rods C3 and D3, which enable the throw of the lever to be varied to suit circumstances.

At V upon each of the rods C3 and D3 is shown a resistance spring, confined between the collar fu on the rods and a suitable opposing bracket NV located upon or supported from some stationary part of the car, as for instance the cross beams w. These springs exert a resistance upon the rods C3 and D3 equal to the weight of the truck upon the track, and hence in effect they add the weight of the truck tobthe weight of the car, and such united Weight must be overcome before the lifting takes place and the governing valve is closed.

With this construction the operation is substantially as follows: Vhen it is desired to set the brakes, the engineer reduces the pressure in the train pipe and triple valve in the The air from the reservoir then charges the two cylinders and actuates the pistons thereof to set the brakes. The pressure thus put upon the pistons may be continued until it becomes great enough to overcome the resistance caused by the weight of one end of the car and until`the resistance of spring V at the same end is also overcome. The brake lever will then move so as to carry 'link C or D', and swing lever C2 or D2 thereby giving motion through rod C3 or D3 to the elbow lever M located at the end of the car when the resistance is overcome. The swinging movement of lever M thus imparted depresses the linkN and the ends of levers O to which said link is attached. The farther ends of levers O are thus caused to rise and lift the car body, acting in so doing as levers of the first kind with the pivots q as the fulcrum. Inasmuch as pivots q are sustained fromvthe truck by plates S and S and block Q, it will be seen that the body of the car will rise slightly under the lifting action of levers O. The lifting can be very limited so far as the extent of the movement is concerned, and it is only requisite that at the time the resistance is overcome the governing valve at the end of the car which may be lifted shall be closed so as to shut off the surplus air pressure from the brake. In the construction gi ven in the drawings this is done by the rod E. The operation described will occur simultaneously at both ends of the car IOO IIO

if they are equally loaded,but if nnequally loaded then it will occur at the lighter end.

` other may still be used.

' It will be noticed that space is left between the block Q and transorn'l, a-sindicated at. Z, so as to allow the parts sustained t rom the car body to rise.

In the modification shown at Figs. 12 and 13, I accomplish substantially the saine results, so far as the lifting of each end of the car separately is concerned, but I employ only a single brake cylinder andthe braking mechanisms are not wholly independent of each other. ln this modified construction A represents the auxiliary reservoir and H the triple valve casing, B3 the brake cylinder, C4 the brake lever at one end and B4 the brake lever at the other end, and the latter is connected to lever Ci by the rod C5, swinging lever C, connecting rod C7, swinging lever CS and rod C9. rlhe brake lever BJl is also pivoted at a stationary point d4. lt will be seen thatthis system of levers causes the transmission of power from one brake lever to the other, whenever the first one is actuated. The lifting rods are shown at. C3 and D3 as before, and they are provided with similar resistance springs V, and each of said rods is joined which valves controlsin part the admission of air to the brake cylinder, as hereinafter more particularly set forth. The connections between the lifting rods and the valve cranks are shown at 5, 5, The air from the triple valve passes into the vreservoir through the passage 6, and it enters from the same valve to the cylinder first through passage 7 into a chamber 8 in casing 9, and thence by Way of the yalves 4, l into a passage l0, each valve having a separate entrance into such passage l0 as indicated by broken lines. Between the passage lO and chamber8 is-an opening closed by the check valve 1l, intended to operate in the same manner as the previously described construction. y In this modified construction the valves 4, e can neither of them shut off the entire supply of air to the brake cylinder, but both must close in order to effect this. Hence I provide in the case of, each brake lever a locking device which shall be actuated at each operation of the lifting rod, and which shall effectually prevent the putting of any further pressure upon the brake. A simple and efficient construction of this locking device is illustrated in Fig. l2. It consists of a swinging elbow lever 12, joined to the lifting rod at 13, and pivoted at 14. This lever carries a rocking shoe 15 which frictionally engages with the brake rod l5 and clamps it against a shoulder li' formed upon the supporting plate 1S. It will now be seen that as soon as either of the lifting rods is actuated such rod will cause its elbow lever12 to rockand clamp the brake leverli of the brake upon the same end of the car, and thus lock the rod so that whatever pressure may be subsequently put upon the brake piston, no increase of pressure will come upon the brake at this end of the car. While the brake at one end of the car is thus locked band its air valve closed the pressure upon the piston will be transmitted to the brake at the other end of the car, and

such pressure may increase until that end is also lifted and its valve is closed, so that the admission of further air is entirely stopped. In this construction as in theotherthelifting `may take place simultaneously at both ends of the car, or at different times, and inthe latter case although the air is not Wholly shut od from the brake cylinder it is prevented from further action upon the brake at the end which has been lifted by the lock put upon the brake rod.

l claim* 1. The combination with a car and its braking apparatus of independent lifting devices for lifting the ends of the car, such devicesv vbeing mechanically connected to and receiving power from the lever of the braking ap params, substantially as specified.

2. The combination with a car and its braking apparatus of lifting devices connected directly to and receiving power fromthe lever -of the braking apparatus, substantially as specified. to the crank arm 3 of an air valve 4, eachof 3. The combination with a car and its at mosphericbralie apparatus, of lifting devices located at the centerpin and receiving power from the brake apparatus, and a valve controlling the air passage to the brake apparatus connected to and operated by said lifting devices, substantially as vset forth.

Ll. The combination with a car and its atmospheric brake apparatus embodying a brake cylinderr and triple valve, of mechanism for lifting the car and a valve actuated from said lifting mechanism and located in and'controlling the air passage leading from the triple valve to the cylinder, substantially as set forth.

5. The combination with a car of a cylinder and braking apparatus for each truck, lifting mechanism located at each truck, a valve for each cylinder controlling the air passage thereto and` mechanical connections between the respective valves and lifting mechanisms, substantially as set forth.

6. The combination With a car of a cylinder and braking apparatus for each truck, lifting mechanism located at each truck, a valve for each cylinder controlling the airpassage thereewhlfmais@iuaereepefmegfmmAaieiiife i brak ng:

Y eef e@ meer, @wiege C3, substanta''ly as specified;

13. The combination with a car and its truck of elbow lever M, lever or levers O connected to said elbow lever and pvoted to the ear frame and also fulorumed in block Q suphanmail enmieezons passage: and

oeDENY W. DEAN.

VVtnesses:

H. M. MUNDAY, EMMA HACK. 

